Support for ferry bridges



May 18 1926.

H P VAN CLEVE SUPPORT FOR FERRY BRIDGES Filed April 14, 1925 ATTORN EY5 INVENTOR amZ/o Plan (78116 BY Patented May 18, 1926.

STATES reins.

HORATIO 1. VAN CLEVE, OF CRANFORD, NEW JERSEY, ASSIGNOR TO J. EDWARD OGDEN, OF BIO'UNTAINVILLE, NEW YORK.

SUPPORT FOR FERRY BRIDGES.

Application filed April 14, 1925.

This invention relates to improvements in moorings for ferryboats and supports for the bridges or hinged platforms over which: passengers and freight pass to and from the boats. An arrangement for these purposes is shown in reissued Patent No. 14,313 issued to Francis L. DuBosque, June 5, 1917, and an object of this invention is to improveupon this DuBosqne arrangement and more particularly to provide mechanism which will not be disturbed by wide tide level changes.

These and other objects of this invention will appear in the following specification in which an embodiment of the invention W111 be described and its novel features defineo; in claims.

Fig. 1 is a diagrammatic elevation 01. enough of the parts of a ferry bridge to illustrate this invention, together with its novel supporting mechanism and the actuating mechanism therefor.

Fig. 2 is a side elevation of the end of the bridge and of a boat with the mooring ano supporting cables.

In the drawings, 10 designates the bridge, the inner end of which is hinged in the USUJJ manner, so that the outer end, which is shown in the drawings may be moved up and down. 11, 11 are stationary parts of the dock at the sides of the bridge from which rise posts 12 which support beams 13 which extend across the bridge. The greater part of the weight of the bridge is balanced by counterweight-s 1 1- connected to the outer or free end of the bridge by chains or cables 15 which pass over sheaves 16 on the beams 13 and exert a lifting force of constant magni tude on the bridge.

20 is an auxiliary weight and 21 a spring supported receiving platform therefor. (in the weight 20 is a plurality of sheaves 23 is a traveling frzune which pivotally sup-- ports the same number of sheaves 2 1-. as are on the weight 20. One end of a chain or cable is connected to the frame 23 which after passing under and over the sheaves 2i extends to a winding drum 26 to which its other end is connected. Chains or cables 27, 27 pass from the frame over sheaves 2% on the beams 13 and down to links 2t From each of the links 22 two chains or cables extend downwardly. Gne of these, designated by 30, is connected to a turn- Serial No. 23,024..

buckle 31 from which an extension 32 runs down through a frame 33 pivotally supported on the bridge 10 at 34. This extension run under sheave 35 on the frame and terminates in a loop or ring 86. A stop 37 is afiixed to the cable extension .32 and is so arranged and positioned that it may engage the upper end of the frame when the loop 36 is free.

The other chain or cable extending downwardly from link 28 is designated by 38, and this terminates in a loop or ring 39.

i0 is an electric motor connected through proper mechanism for rotating the winding drum 26.

Except for the connections of the auxiliary weight 20, the apparatus so far described operates like the aforesaid DuBosque mechanism. The free end of the bridge is supported by the cables 15 and 27, the latter through the engagement of the stops 3? 7r with the frames The bridge may be lifted by causing motor 40 to rotate in a di rection to raise wei ht 20 from its support 21, but as the weight is heavier than the unbalanced portion of the bridge it remains on its seat and the bridge rises. When the ferryboat, the end of which is shown in Fig. 2, designated by 17 is near or against the end of the bridge 10, the motor is actuated to slacken cables 27 and their extensions 30 and 38. The bridge will be lowered thereby until its bars 18 rest upon the deck of the boat. Then the loopsor rings 36 and 39 are placed over hooks 19 on the boatand weight 20 raised.

The length of cable extensions from stops 37 to rings 36 is such that their upward pull will be deflected by the pulleys into a horizontal pull which will hold the boat up against the bridge while they still exert some lifting pull on the bridge.- The cables 38 will exert a lifting pull on the boatand through the bars 18 willassist in carrying any load which passes over the bridge.

It is obvious that the cable extensions 32 may be used alone to advantage, and so too the cable extensions 38 may be used without the extensions 32.

With former devices, it has been found in some locations where there is considerable rise .and fall of tide, that when a boat is moored for a long time, as for example, overnight, the path of movement of the auxiliary weightQO is too short and unless ithe motor 40 is actuated to release rope 25, this weightmay be carried beyond the limits of its trai e'l-. "'lV-ith this'in-ventioii a marker 25 is affixed to cable 25 which will indicateito the operator the amount of winding which would be on the drum 26 when thebridge and counterweight are.in medial. positions from which positions they can rise or fall for the fullrange of the tide without. :ausing the-counterweight 20 to reach either of its limitsof travel. v

-WVith -this arrangement the mechanism may be left without an attendant and with out the. electrical control described later herein, during any periodwhen theboat is moored to the bridge. The boat raises and lowers the bridge with thetide movement and causes an opposite movement of the frame 23 and of the weight 20. H v

This device could be used alone,,but itis obvious that each. time. a boat is uninoored, the. weight 20; must be lowered-to its seated position and at low tide this lowering distance would be too great to permit quick operation in mooring the; boat, if after each mooring operation themarker 25 is-brought to the safe position. ltus therefore. preferable to ignore the position of marker 25 andprovide an auto- .matic-device to, limit -the up. and. down movements of this weight f:v different conditions of theatide so that thebridge can be held automatically closefto its mooring position when boats are being moored, at shortintervals. Such a device isnow used foiutlie .nightoperation when aboa-t is continuously moored as well as for .the day. operation but it-has been found that due to fail- .nres of the electric current, because of'fuse blowouts or stoppage, of the sourceof electrical supply, whenithe bridge is without an attendant, the weight has been carried beyond-itsilimits with disastrous results.

The device of this lIlVQDtlOII providesa safe alternate control for periods when the moored boat is left without an attendant 11 It is obvious that if. the rise of the tide should cause theweight 20 to :seat on ,the support 21, at a time. when the marker isabove its safe position, tie-cable. connections to the boatwillbecome slackeiied and mayeven: become detached; To prevent this, a switch automatically actuated by the movement of the auxiliary weight may be pro- ..vided. This comprises an arm pivoted at 4 1 and having spaced abutments 42, 43 arranged to be engaged by a pin 44 pro ecting from weight 0. This arm carries .a switch blade 4-5 which by the movement of the weight 20 is asimilar bar 56 to blades ward movement of the weight will open the contacts and stop the motor.

Combined with this automatic switch are other 5-. itches andcircuits forthe control of the motoi which .will now be described.

is the movable blade of a inastei avitch, which is connected with the positive lead from a power supply and which may be moved manually into engagement with a stationary contact 51, connected with contact 48: of the automatic switcl'i or with a stationary. contact 52 connected with the movable, blade of a reversing switch and to contact 47 of the automatic switch. The other or negative lead from the power sup ply is connected .to the other movable blade it of the reversing; switch. it is to be understood that the blades 53, are mechanically connected to move together and that they cooperate with stationary contacts and motor connections in a manner so well understood that no detailed description is necessary, to cause the motor it) to rotate in a directionto lift weight 2.0,when they are moved to theright and in a direction to lower weight 20, when they are moved to the left. a

lVhen the master switch isnioved to the eft, the reversing switch is energized, and the operator can cause weight 20 to be raised or lowered at will, as will be done in menu ing or releasing the boat. lVhen the master switchis moved tothe right, the reve vr); switch is energized only when the automatic switch isclosed. 1

An interlock mechanism for the switches is provided, which will, now. be descriliied. The switch blades 50, 53, 54: are pivoted on a common axis. 55 is a transverse'bar of insulating material affixed to blade fidand e1:- tending back of blades 53, 5-1.. ll heu the reversing switch is to be actuated, the switch blade 50 will be in engagement with contact 52 so the bar55 will notinterfere with the movement of the blades i -Th the automatic switch is to be made ope ative. the blade 50 of the master switch is moved over into engagement withcontact 51. This will move bar to the rightand it will move blades 53, of the reversing switch into engagement witlithe contacts whic are provided for imparting a weightlifting rotatioirtothe motor. Obviously the motor will then be energized and deenergizcd by the closing and opening of the automatic switch,

Another interlock is i rovided by securing i. which has no effect when the blades are in the positions shown in the drawin but which will move blade 50 of the master switch into engagement with contact when the operator moves the blades of the reversing switch to the left to cause the motor to lower wcr'ght 20.

With this arrangement the operator may lower and raise weight at will in n1ooring the boat. When this is done he will leave weight 20 in a position slightly above its support 21 and then throw the master switch over to the right. The mechanism will then take care of itself if an accidental stoppage of the electric current does not occur.

In the arrangement shown by DuBosque, the movement of the auxiliary weight is twice as great as that of the bridge. But it is possible, by means of the present inventon, to decrease the relative movement between the bridge and the auxiliary weight 20. The reducing mechanism between the frame 23 and the weight 20 causes the movement of the auxiliary weight to be but slightly greater than that of frame 23 which is the same in degree as that of the part of the bridge with which the cables 27 are connected. Therefore, when the marker is in mid-position the boat may remain moored indefinitely without need of actuating motor l0 so long as the tide va'iations do not cause the movement of weight 20 to be greater than that provided for its travel.

Moreover, the interposition of reduction mechanism between frame 23 and weight 20 makes it possible to use a smaller motor and a lighter rope or cable on the winding drum.

The mechanism shown is more or less diagrammatic and many changes and modifications may be made within the scope of the invention, but what is believed to be new is defined in the following claims.

VVha-t I claim is:

1. 'llhe combination with a ferry bridge, of means for mooring a ferryboat thereto comprising a stationary overhead sheave, a weight, a lifting mechanism therefor, a cable running over the overhead sheave and having one end arranged to be connected to a boat, and reduction mechanism interposed between the other end of the cable, the weight and the lifting mechanisn'i.

The combination with a. ferry bridge, of means for mooring a ferryboat thereto comprising connections to the bridge and the boat, a stationary overhead sheave, a weight, a lifting mechanism therefor, a cable running from the said connections and over the overhead sheave and reduction mechanism interposed between the other end of the cable, the weight and the lifting mechanism.

3. The combination with a ferry bridge, of means for mooring a ferryboat thereto ron'iprising a sheave near the end of the lnimre, a stationary o .*e head sheave, a weig it, a lifting mech 'nsn'i therefor, a cable running over the over iead sheave having; a branch. arranged to be connected directly to a boat and a branch running under the bridge sheave and arranged to be con nec'ted with the boat and n'iulti-pulley block mechanism interposed between the other end of the cable, the weight and the lifting mechanism.

4t. The combination with a ferry bridge, of means-for mooring a fcrryboat thereto comprising a; stationary overhead sheave, a weight having a plurality of sheaves ther on, a lifting mechanism, a cable running over the overhead sheave having one of its ends arranged to have a bifurcated connection to the bridge and the boat and a plurality of sheaves at its other end, a lifting mechanism, and a cable running under the weight sheaves, over the sheaves at the end of said first mentioned cable and having its ends connected with the lifting mechanism and with said first mentioned cable.

5. The combination with a ferry bridge, of means for mooring a ferryboat thereto comprising a sheave near the end of the bridge, a stationary overhead sheave, a weight having a plurality of sheaves thereon, a lifting mechanism, a cable running under the bridge sheave, over the overhead sheave having one of its ends arranged to be connected to a boat and a plurality of sheaves at its other end, a lifting mechanism, and a cable running under the weight sheaves, over the sheaves at the end of said first mentioned cable and having its ends connected with the lifting mechanism and with said first mentioned cable.

6. The combination with a ferry bridge, or means for mooring a ferryboat thereto comprising a stationary overhead sheave, a weight, a lifting mechanism therefor comprising an electric motor, a. cable running over the overhead sheave and having one end arranged to be connected to boat, and reduction mechanism interposed between the other end of the cable, the weight and the lifting mechanism, circuits for the motor and a switch aranged to be actuated automatically by the movement of the weight for controlling said motor circuits.

7. The combination with a ferry bridge, of means for moorin ferryboat thereto comprising a stationary overhead sheave, a weight having a plurality of sheaves thereon, a lifting mechanism comprising an electric motor, a cable running over the overhead sheave having one of its ends arranged to be connected to a boat and a plurality of sheaves at its other end, a lifting mechanism, and a cable runnin under the weight sheaves, over the sheaves at the end of said first mentioned cable and having its ends connected with the lifting mechanism and with said first mentioned cable, circuits for the motor and a switch arranged to be actuated automatically by the movement of the weight for controlling said motor circuits.

In witness whereof, I have hereunto set my hand this 7th day of April, 1925.

HORATIO l VAN CLEVE. 

